CN114889568A - Control method of intelligent automobile electro-hydraulic composite electronic hydraulic braking system - Google Patents

Control method of intelligent automobile electro-hydraulic composite electronic hydraulic braking system Download PDF

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CN114889568A
CN114889568A CN202210460321.4A CN202210460321A CN114889568A CN 114889568 A CN114889568 A CN 114889568A CN 202210460321 A CN202210460321 A CN 202210460321A CN 114889568 A CN114889568 A CN 114889568A
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braking
driver
intention
vehicle
braking intention
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CN114889568B (en
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徐宇
徐旗钊
黄�俊
吴恺
陈林
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Jiangsu Hengli Brake Manufacture Co ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B60T13/745—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on a hydraulic system, e.g. a master cylinder
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)

Abstract

The invention provides a control method of an intelligent automobile electro-hydraulic composite electronic hydraulic braking system, which comprises the following steps: step 1: finding parameters which have a large influence on the braking intention of the driver and the vehicle; step 2: inputting the characteristic parameters of the driver braking intention and the characteristic parameters of the vehicle braking intention into a fuzzy control system, and judging the current driver braking intention and the vehicle braking intention by utilizing the fuzzy control system; and step 3: judging the confidence degrees of the driver braking intention and the vehicle braking intention in the step 2, and finally determining a target braking intention based on the confidence degrees; and 4, step 4: deciding an electric and hydraulic braking force distribution mode according to the target braking intention in the step 3; and 5: and actually measuring the feedback of the actual braking force by using the pressure sensor, thereby obtaining the friction compensation braking force by making a difference and compensating. The invention greatly enhances the vehicle brake response robustness under bad states of fatigue, distraction and the like of a driver, greatly reduces the brake response time and ensures the brake timeliness.

Description

Control method of intelligent automobile electro-hydraulic composite electronic hydraulic braking system
Technical Field
The invention relates to the technical field of intelligent automobiles, in particular to a control method of an intelligent automobile electro-hydraulic composite electronic hydraulic braking system.
Background
In the process of the continuous development of the technology level, the pursuit of the people for the happy life is never stopped. The intelligent automobile is a vehicle with a certain intelligent level and is provided with a sensor assembly, a control analysis system, an electric and hydraulic composite electronic hydraulic braking system and a face and gesture video recognition system, wherein the sensor assembly comprises but is not limited to a pressure sensor, a running radar, a running camera, a raindrop sensor and a photosensitive sensor, and the electric and hydraulic composite electronic hydraulic braking system adopts a motor and hydraulic composite braking mode. The intelligent automobile can greatly improve the driving environment of China and avoid traffic accidents. At present, China gradually steps into an intelligent era and the intelligent degree of vehicles is continuously improved. In the development process of the intelligent automobile, three major difficulties are mainly involved, which are: target detection, intelligent decision making and line control chassis.
In the current research on electro-hydraulic brake systems, only the driver's braking intention is mostly considered. In the future development process, the increasing intelligence level of the vehicle is an unblocked trend, so that the consideration of the braking intention of the driver is not enough to ensure the safe driving of the vehicle. In chinese patent application No. CN201711454549.8, "a brake control method for EHB electro-hydraulic brake system", the influence of active braking on a vehicle is mentioned, but in the description in the patent document, the right of choice between manual braking and active braking is determined only according to the vehicle state, and such determination is too simple, and an accident is easily caused in case of misjudgment of the vehicle. In addition, during normal driving, only one braking mode is considered, and the relationship between active braking and manual braking cannot be considered comprehensively.
Therefore, the research on the existing control method of the electronic hydraulic brake system still has great problems, the effective cooperation with the future intelligent automobile cannot be realized, and the further optimization distribution strategy is still needed in the aspect of electro-hydraulic combination. Therefore, a new technical solution is needed to solve the above problems.
Disclosure of Invention
Aiming at the technical problems, the invention provides a control method of an intelligent automobile electro-hydraulic composite electronic hydraulic braking system, which is used for respectively judging the automobile braking intention and the driver braking intention of an intelligent automobile, then giving different weights to the automobile braking intention and the driver braking intention through driver emotion detection, driver posture detection, vehicle network communication delay detection and external environment detection, judging the confidence degrees of the automobile braking intention and the driver braking intention, finally analyzing to obtain the target braking intention, considering the braking mode and pedal stroke on electric and hydraulic braking force distribution, and reserving a part of electric motor braking force for hydraulic friction braking force compensation, ensuring the braking force response speed and improving the braking safety.
In order to achieve the technical purpose and achieve the technical requirements, the invention adopts the technical scheme that: a control method of an intelligent automobile electro-hydraulic composite electronic hydraulic braking system comprises the following steps:
step 1: establishing a data set aiming at parameters influencing the braking intention of a driver and the braking intention of a vehicle, and carrying out parameter weight analysis to find out parameters influencing the parameters greatly, so that the subsequent target braking intention analysis is facilitated;
step 2: inputting the characteristic parameters of the braking intention of the driver and the characteristic parameters of the braking intention of the vehicle obtained in the step 1 into a fuzzy control system, and judging the current braking intention of the driver and the current braking intention of the vehicle by using the fuzzy control system;
and step 3: obtaining current road information, driver emotion, driver posture, network delay and environment information through road condition detection, driver emotion detection, driver posture detection, vehicle network communication delay detection and external environment detection, judging the confidence degrees of the driver braking intention and the vehicle braking intention in the step 2 through the information, and finally determining a target braking intention based on the confidence degrees;
and 4, step 4: deciding an electric and hydraulic braking force distribution mode according to the target braking intention in the step 3;
as a preferred technical scheme, the specific steps of the step 1 are as follows:
step 1.1: collecting parameters influencing the braking intention of a driver at different moments and in different states of the driver, dividing the braking intention of the driver into four states of emergency braking, adjusting braking, slow braking and parking braking, respectively replacing with 0, 1, 2 and 3, establishing a data set based on the braking intention of the driver and main parameters influencing the braking intention of the driver, then calculating the weight of the parameters by utilizing a Relieff algorithm, and finally taking three parameters which have the largest influence on the braking intention of the driver and are mutually independent as characteristic parameters of the braking intention of the driver;
step 1.2: the method comprises the steps of collecting main parameters influencing the vehicle braking intention under different vehicle conditions at different moments, labeling the vehicle braking intention, dividing the vehicle braking intention into four states of emergency braking, adjusting braking, slow stepping braking and parking braking, respectively replacing the four states with 0, 1, 2 and 3, then establishing a data set based on the collected main parameters influencing the vehicle braking intention and the labeled vehicle braking intention, calculating the data set by utilizing a Relieff algorithm, calculating the weights of different parameters, and taking three parameters which are independent from each other and have the largest weight as characteristic parameters of the vehicle braking intention.
As a preferred technical solution, the specific steps of step 3 are as follows:
step 3.1: based on the sampling of the face video of the driver, a cyclic neural network is adopted to identify the current emotion of the driver, the current emotion is classified into multiple basic emotions, based on the sampling of the whole posture video of the driver, a TinyPose network is adopted to detect and extract key points of a human body, and then a BP neural network is adopted to classify and identify different postures of the driver;
step 3.2: judging the confidence coefficient of the braking intention of the current driver according to the recognized current emotion and the recognized current posture of the driver, and giving a confidence coefficient index;
step 3.3: the method comprises the steps of judging the detection reliability of a sensor by detecting the delay of a current communication network and detecting the current external weather condition by using a raindrop sensor and a photosensitive sensor, finally judging the confidence of the current vehicle driving intention, and giving a confidence index;
step 3.4: and finally outputting the target braking intention by comparing the driver braking intention with the vehicle braking intention and the confidence degrees of the driver braking intention and the vehicle braking intention.
As a preferred technical solution, the parameters affecting the braking intention of the driver in step 1.1 include brake pedal acceleration, vehicle acceleration, brake pedal force, brake pedal displacement, and vehicle current speed, and the three main parameters are brake pedal displacement, brake pedal speed, and vehicle speed.
As a preferred technical solution, the ReliefF algorithm in step 1.1 is an extension of the Relief algorithm, and is used for processing multiple classes of problems, when processing multiple classes of problems, one sample R is randomly taken out from a training sample set each time, then k neighboring samples H of R are found from a sample set that is the same as R, k neighboring samples M are found from a sample set that is different from each sample R, and then a weight of each feature is updated, as shown in the following formula:
Figure BDA0003609839540000031
in the above formula, diff (A, R) 1 ,R 2 ) Represents a sample R 1 And R 2 Difference in characteristic A, M j (C) Presentation class
Figure BDA0003609839540000032
The j-th nearest neighbor sample is as follows:
Figure BDA0003609839540000033
preferably, the parameters influencing the braking intention of the vehicle in step 1.2 include a distance to a front obstacle, a relative speed to the front obstacle, an intention to accelerate or decelerate the front obstacle, a distance to a rear obstacle, a relative speed to the rear obstacle, an intention to accelerate or decelerate the rear obstacle, a vehicle speed, a brake oil pipe oil pressure and an acceleration, and the three main parameters are the distance to the front obstacle, the relative speed to the front obstacle and the vehicle speed.
As a preferred technical solution, the multiple basic emotions in step 3.1 include calm, anger, admiration, joy, sadness, shame, jealoy, and fear, and the different postures of the driver include smoking, using a mobile phone, not fastening a safety belt, leaving the steering wheel with both hands, not looking forward at the visual angle, yawning, and eye closing.
As a preferable technical solution, the confidence index solving method of the driver's braking intention in the step 3.2 comprises the following steps: classifying multiple basic emotions into high-impulse type emotions
Figure BDA0003609839540000043
(including anger, jealousy, fear; confidence score of 0.5) and
Figure BDA0003609839540000044
low impulse type emotion (including admirable, happy, sad, mimose; confidence score of 0.8) and
Figure BDA0003609839540000045
calm emotion (including calmness; confidence coefficient is assigned as 1), characteristics of different postures of a driver are used as a correction parameter delta, if the characteristics exist, the value is assigned as delta-1, otherwise, the value is assigned as delta-0, and a confidence coefficient index solving formula of the braking intention of the driver is as follows:
Figure BDA0003609839540000041
as a preferred technical solution, the confidence index solving method of the vehicle braking intention in step 3.3 is as follows: defining that the confidence coefficient under the working condition of good weather and no communication delay is 1, and communication delay, whether it rains or not and whether it is nighttime are three types of influence factors delta, wherein delta is 1 when the phenomenon exists, otherwise, the confidence coefficient index of the vehicle braking intention is 0, and the confidence coefficient index solving formula is as follows:
Figure BDA0003609839540000042
as a preferable technical solution, the electric and liquid distribution manner in the step 4 is: triggering a parking brake system when the brake mode is parking brake; when the braking mode is the adjusting braking and the slow stepping braking, whether the hydraulic braking is applied or not is determined by the stroke of the brake pedal; when the braking mode is emergency braking, electricity and liquid are simultaneously braked, when the braking mode is slow stepping braking and regulation braking, the maximum braking force which can be provided by the motor is calculated by the power of the motor, 60% of the efficiency of the motor is taken as the common braking force and is converted into the opening degree of the brake pedal, and the situation that only the motor brakes before the opening degree of the brake pedal exceeds the opening degree of the brake pedal, and electricity and liquid are simultaneously braked is ensured.
The invention has the beneficial effects that:
the invention provides the vehicle braking intention aiming at the problem that the traditional driver braking intention is single in judgment, the weights of the driver and the vehicle braking intention are judged by utilizing the state of the driver, the road information, the environmental information, the network delay and the like, the target braking intention is finally judged, meanwhile, a fuzzy control method is adopted for the state of the vehicle, then, an electric and liquid braking distribution method is determined according to the target braking intention, and a motor is adopted for friction compensation.
Drawings
FIG. 1 is a target braking intent identification method;
FIG. 3 is an electric, liquid dispensing mode;
FIG. 2 is an electro-hydraulic brake system overall control strategy.
Detailed Description
The invention is further described below with reference to the accompanying drawings.
Referring to fig. 1-3, a control method for an intelligent automobile electro-hydraulic composite electronic hydraulic brake system includes the following steps:
step 1: establishing a data set aiming at parameters influencing the braking intention of a driver and the braking intention of a vehicle, and carrying out parameter weight analysis to find out parameters influencing the parameters greatly, so that the subsequent target braking intention analysis is facilitated;
step 1.1: collecting parameters influencing the braking intention of a driver at different moments and in different states of the driver, dividing the braking intention of the driver into four states of emergency braking, regulation braking, slow braking and parking braking, respectively replacing the four states with 0, 1, 2 and 3, establishing a data set based on the braking intention of the driver and main parameters influencing the braking intention of the driver, then calculating the weight of the parameters by utilizing a Relieff algorithm, and finally taking three mutually independent parameters which have the largest influence on the braking intention of the driver as characteristic parameters of the braking intention of the driver after calculation; further, parameters influencing the braking intention of the driver comprise brake pedal acceleration, vehicle acceleration, brake pedal force, brake pedal displacement and current vehicle speed of the vehicle, and the three main parameters are the brake pedal displacement, the brake pedal speed and the vehicle speed;
step 1.2: collecting main parameters influencing the vehicle braking intention under different vehicle conditions at different moments, labeling the vehicle braking intention, dividing the vehicle braking intention into four states of emergency braking, regulation braking, slow braking and parking braking, respectively replacing the four states with 0, 1, 2 and 3, then establishing a data set based on the collected main parameters influencing the vehicle braking intention and the labeled vehicle braking intention, calculating the data set by utilizing a Relieff algorithm, calculating the weights of different parameters, and taking three parameters which are independent from each other and have the largest weight as characteristic parameters of the vehicle braking intention; further, parameters influencing the vehicle braking intention comprise the distance to the front obstacle, the relative speed to the front obstacle, the acceleration or deceleration intention of the front obstacle, the distance to the rear obstacle, the relative speed to the rear obstacle, the acceleration or deceleration intention of the rear obstacle, the vehicle speed, the oil pressure of a brake oil pipe and the acceleration, the distance to the front obstacle, the relative speed to the front obstacle and the vehicle speed are three main parameters, the pressure of the brake oil pipe acquires data through a pressure sensor, and the distance to the front obstacle, the relative speed to the front obstacle, the acceleration or deceleration intention of the front obstacle, the distance to the rear obstacle, the relative speed to the rear obstacle and the acceleration or deceleration intention of the rear obstacle are acquired through a driving radar and a driving video;
step 2: inputting the characteristic parameters of the braking intention of the driver and the characteristic parameters of the braking intention of the vehicle obtained in the step 1 into a fuzzy control system, and judging the current braking intention of the driver and the current braking intention of the vehicle by using the fuzzy control system;
and step 3: obtaining current road information, driver emotion, driver posture, network delay and environment information through road condition detection, driver emotion detection, driver posture detection, vehicle network communication delay detection and external environment detection, judging the confidence degrees of the driver braking intention and the vehicle braking intention in the step 2 through the information, and finally determining a target braking intention based on the confidence degrees;
step 3.1: based on the sampling of the face video of the driver, a cyclic neural network is adopted to identify the current emotion of the driver, the current emotion is classified into multiple basic emotions, based on the sampling of the whole posture video of the driver, a TinyPose network is adopted to detect and extract key points of a human body, and then a BP neural network is adopted to classify and identify different postures of the driver; further, the multiple basic emotions are 8 emotions, which are calm, anger, adman, joy, sadness, photophobia, jealousy, fear, respectively;
step 3.2: judging the confidence level of the current driver according to the recognized current driver emotion and the recognized current driver posture, and giving a confidence level index;
step 3.3: detecting the delay of the current communication network, determining that the delay exists when the delay time exceeds 10ms, detecting the current external weather condition by using a raindrop sensor and a photosensitive sensor so as to judge the detection reliability of the sensor, finally judging the confidence of the current vehicle driving intention, and giving a confidence index, wherein the ICMP (Internet control message protocol) is generally adopted for detecting the delay of the current communication network to judge whether the current communication network is delayed, and the delay information of the current communication network and the current external weather condition are fed back to a control analysis system;
step 3.4: finally outputting a target braking intention by comparing the braking intention of the driver with the braking intention of the vehicle and the confidence degrees of the braking intention of the driver and the vehicle;
and 4, step 4: deciding an electric and hydraulic braking force distribution mode according to the target braking intention in the step 3;
most of the existing intelligent automobiles only judge the braking intention of a driver, but still adopt simple logic control for the active braking of the automobile, emergency braking is triggered under extremely dangerous conditions, the braking intention of the automobile is not judged, and the existing technical scheme does not well combine the braking intention of the automobile and the braking intention of the driver together, so that the inventor analyzes the intelligent automobile independently of the driver when designing the technical scheme, divides the braking state into four types, establishes a data set according to parameters influencing the braking intention of the automobile and the braking intention of the driver, analyzes the weight value of the parameters, respectively judges the braking intention of the automobile and the braking intention of the driver through a fuzzy control system, and judges the confidence degrees of the braking intention of the automobile and the braking intention of the driver through road information, the emotion of the driver, the posture of the driver, network delay, environmental information and the like, the intelligent automobile provided by the invention generally adopts an electric and hydraulic braking composite braking mode, and the inventor designs a technical scheme that electric and hydraulic braking force is distributed according to the target braking intention instead of simply adopting electric or hydraulic braking, so that the logic of electric and hydraulic braking force distribution is enhanced, the motor friction compensation can greatly reduce the braking response time, and the braking timeliness is ensured.
As shown in fig. 1-3, the rules of the fuzzy control system of the steps are as follows:
TABLE 1 fuzzy rule table for driver's braking intention
Figure BDA0003609839540000071
Figure BDA0003609839540000081
The intervals corresponding to the opening degrees Big and Small of the brake pedal are respectively [ 35%, 100% ] and [ 0%, 35% ], and the speed of the brake pedal is Quick when the speed is less than 5mm/s and the Slow is more than 5 mm/s; the Slow is when the vehicle speed is less than 60km/h, and the High is when the vehicle speed is more than 60 km/h.
TABLE 2 fuzzy rule table for vehicle braking intention
Figure BDA0003609839540000082
And judging the distance to the front obstacle to be Long when the distance is more than 50m, and judging the distance to the front obstacle to be Short when the distance is less than 50 m. In the relative speed range, Positive represents that the relative speed is Positive, Negative represents that the relative speed is Negative, and the vehicle speed ranges are the same as described above.
As shown in fig. 1-3, in some embodiments, the ReliefF algorithm in step 1.1 is an extension of the Relief algorithm, and is used for processing multiple classes of problems, in which each time one sample R is randomly taken from a training sample set when processing multiple classes of problems, then k neighboring samples H of R are found from a sample set that is in the same class as R, k neighboring samples M are found from a sample set that is in a different class of each sample R, and then the weight of each feature is updated, as shown in the following formula:
Figure BDA0003609839540000083
in the above formula, diff (A, R) 1 ,R 2 ) Represents a sample R 1 And R 2 Difference in characteristic A, M j (C) Presentation class
Figure BDA0003609839540000091
The j-th nearest neighbor sample is as follows:
Figure BDA0003609839540000092
as shown in fig. 1-3, in some embodiments, the parameters influencing the braking intention of the vehicle in step 1.2 include a distance to a front obstacle, a relative speed to the front obstacle, an intention to accelerate or decelerate the front obstacle, a distance to a rear obstacle, a relative speed to the rear obstacle, an intention to accelerate or decelerate the rear obstacle, a vehicle speed, a brake oil pipe oil pressure, and an acceleration, and three main parameters are the distance to the front obstacle, the speed to the front obstacle, and the vehicle speed.
As shown in fig. 1-3, in some of these embodiments, the plurality of basic emotions in step 3.1 are calm, anger, admiration, joy, sadness, pubic, jealousy, fear, and different postures of the driver including smoking, using a cell phone, not fastening a safety belt, leaving the steering wheel with both hands, not looking forward at the viewing angle, yawning, and eye closing.
As shown in fig. 1-3, in some embodiments, the driver confidence index solving method in step 3.2 is as follows: classifying multiple basic emotions into high-impulse type emotions
Figure BDA0003609839540000094
(including anger, jealousy, fear; confidence score of 0.5) and
Figure BDA0003609839540000095
low impulse type emotion (including admirable, happy, sad, mimose; confidence score of 0.8) and
Figure BDA0003609839540000096
calm emotion (including calmness and confidence coefficient assignment of 1), different posture characteristics of a driver are used as correction parameters delta, when the characteristics exist, the values are assigned to be delta-1, otherwise, the values are delta-0, and the solving formula of the confidence coefficient index of the driver is as follows:
Figure BDA0003609839540000093
subscripts of the correction parameter delta are smoke, phone used, No _ seat belt unbelted, off _ steering when hands leave the steering wheel, No _ looking forward in the visual angle, and yawnyawn, close eye _ eyes corresponding to different postures of the driver, wherein the summation in the denominator of the driver confidence index solving formula is to add and sum the correction parameters corresponding to different postures of the driver.
As shown in fig. 1-3, in some embodiments, the vehicle braking intention confidence index solving method in step 3.3 is as follows: defining that the confidence coefficient under the working condition of good weather and no communication delay is 1, and communication delay, whether it rains or not and whether it is nighttime are three types of influence factors delta, wherein delta is 1 when the phenomenon exists, otherwise, the value is 0, and the confidence coefficient index solving formula of the vehicle braking intention is as follows:
Figure BDA0003609839540000101
the subscripts of δ are delayed latency, rain, night.
As shown in fig. 1 to 3, in some embodiments, the output of the target braking intention in step 3.4 mainly depends on the recognition results of the vehicle braking intention and the driver braking intention and the confidence calculation result, when the two recognition results are identical, the target braking intention outputs the same braking intention, and when the two recognition results are different, the recognition result with high confidence is output.
As shown in fig. 1 to 3, in some embodiments, the electric and liquid distribution manner in step 4 is: the electric and liquid distribution mode in the step 4 is as follows: triggering a parking brake system when the brake mode is parking brake; when the braking mode is the adjusting braking and the slow stepping braking, whether the hydraulic braking is applied or not is determined by the stroke of the brake pedal; when the braking mode is emergency braking, the electric and hydraulic brakes at the same time, wherein when the braking mode is slow stepping braking and adjusting braking, the maximum braking force which can be provided by the motor is calculated by the power of the motor, 60% of electric power of the motor is taken as the common braking force and is converted into the opening degree of the brake pedal, and the electric and hydraulic brakes at the same time when only the motor brakes before the opening degree of the brake pedal exceeds the opening degree of the brake pedal.
As shown in fig. 1 to 3, in some embodiments, the intelligent vehicle solves the target braking force in real time through the control analysis system, and acquires the actual braking oil pipe pressure, i.e. the actual braking force, through the pressure sensor, thereby implementing the actual braking force feedback, and makes a difference between the actual braking force and the target braking force to obtain the friction compensation, and then uses the remaining electric power of the motor as the friction compensation to ensure the timeliness of the compensation, and at the same time, when the remaining electric power cannot meet the braking requirement, the electric and hydraulic distribution is performed again to ensure the braking force requirement, because the vehicle condition is often complicated, the remaining electric power of the motor is at most 40% electric power, the problem of insufficient electric power may occur, and after the distribution, the braking force is ensured to meet the requirement.
The foregoing examples are given solely for the purpose of illustrating the invention and are not to be construed as limiting the embodiments, and other variations and modifications in form thereof will be suggested to those skilled in the art upon reading the foregoing description, and it is not necessary or necessary to exhaustively enumerate all embodiments and all such obvious variations and modifications are deemed to be within the scope of the invention.

Claims (10)

1. A control method of an intelligent automobile electro-hydraulic composite electronic hydraulic braking system comprises the following steps:
step 1: establishing a data set aiming at parameters influencing the braking intention of a driver and the braking intention of a vehicle, and carrying out parameter weight analysis to find out parameters influencing the parameters greatly, so that the subsequent target braking intention analysis is facilitated;
step 2: inputting the characteristic parameters of the braking intention of the driver and the characteristic parameters of the braking intention of the vehicle obtained in the step 1 into a fuzzy control system, and judging the current braking intention of the driver and the current braking intention of the vehicle by using the fuzzy control system;
and step 3: obtaining current road information, driver emotion, driver posture, network delay and environment information through road condition detection, driver emotion detection, driver posture detection, vehicle network communication delay detection and external environment detection, judging the confidence degrees of the driver braking intention and the vehicle braking intention in the step 2 through the information, and finally determining a target braking intention based on the confidence degrees;
and 4, step 4: deciding an electric and liquid braking force distribution mode according to the target braking intention in the step 3 to obtain target electric and liquid braking force;
and 5: and (4) actually measuring actual braking force feedback by using a pressure sensor, and subtracting the actual braking force feedback from the target electric braking force and the target hydraulic braking force in the step (4) to obtain friction compensation braking force for compensation.
2. The control method of the intelligent automobile electro-hydraulic compound electronic hydraulic brake system according to claim 1, characterized in that the specific steps of the step 1 are as follows:
step 1.1: collecting parameters influencing the braking intention of a driver at different moments and in different states of the driver, dividing the braking intention of the driver into four states of emergency braking, adjusting braking, slow braking and parking braking, respectively replacing with 0, 1, 2 and 3, establishing a data set based on the braking intention of the driver and main parameters influencing the braking intention of the driver, then calculating the weight of the parameters by utilizing a Relieff algorithm, and finally taking three parameters which have the largest influence on the braking intention of the driver and are mutually independent as characteristic parameters of the braking intention of the driver;
step 1.2: the method comprises the steps of collecting main parameters influencing the vehicle braking intention under different vehicle conditions at different moments, labeling the vehicle braking intention, dividing the vehicle braking intention into four states of emergency braking, adjusting braking, slow stepping braking and parking braking, respectively replacing the four states with 0, 1, 2 and 3, then establishing a data set based on the collected main parameters influencing the vehicle braking intention and the labeled vehicle braking intention, calculating the data set by utilizing a Relieff algorithm, calculating the weights of different parameters, and taking three parameters which are independent from each other and have the largest weight as characteristic parameters of the vehicle braking intention.
3. The control method of the intelligent automobile electro-hydraulic compound electronic hydraulic brake system according to claim 2, characterized in that the specific steps of the step 3 are as follows:
step 3.1: based on the sampling of the face video of the driver, a recurrent neural network is adopted to identify the current emotion of the driver, the emotion is classified into multiple basic emotions, based on the sampling of videos of different postures of the driver, a TinyPose network is adopted to detect and extract key points of a human body, and then a BP neural network is adopted to classify and identify the different postures of the driver;
step 3.2: judging the confidence coefficient of the braking intention of the current driver according to the recognized current emotion and the recognized current posture of the driver, and giving a confidence coefficient index;
step 3.3: the method comprises the steps of judging the detection reliability of a sensor by detecting the delay of a current communication network and detecting the current external weather condition by using a raindrop sensor and a photosensitive sensor, judging the confidence of the current vehicle driving intention, and giving a confidence index;
step 3.4: and finally outputting the target braking intention by comparing the driver braking intention and the vehicle braking intention and the confidence degrees of the driver braking intention and the vehicle braking intention.
4. The control method of the intelligent automobile electro-hydraulic composite electronic hydraulic brake system according to claim 2, wherein the parameters influencing the braking intention of the driver in the step 1.1 comprise brake pedal acceleration, vehicle acceleration, brake pedal force, brake pedal displacement and vehicle speed, and the three main parameters are brake pedal displacement, brake pedal speed and vehicle speed.
5. The method according to claim 2, wherein the ReliefF algorithm in step 1.1 is an extension of a Relief algorithm, and is used for processing multiple types of problems, when processing multiple types of problems, one sample R is randomly taken out from a training sample set each time, then k neighboring samples H of R are found from a sample set similar to R, k neighboring samples M are found from a sample set different from each sample R, and then the weight of each feature is updated, as shown in the following formula:
Figure FDA0003609839530000021
the upper typeMiddle, diff (A, R) 1 ,R 2 ) Represents a sample R 1 And R 2 Difference in characteristic A, M j (C) Presentation class
Figure FDA0003609839530000023
The j-th nearest neighbor sample is as follows:
Figure FDA0003609839530000022
6. the method according to claim 4, wherein the parameters influencing the braking intention of the vehicle in step 1.2 include a distance from a front obstacle, a relative speed with the front obstacle, an intention to accelerate or decelerate the front obstacle, a distance from a rear obstacle, a relative speed with the rear obstacle, an intention to accelerate or decelerate the rear obstacle, a vehicle speed, a brake oil pipe oil pressure and an acceleration, and the three main parameters are the distance from the front obstacle, the speed relative to the front obstacle and the vehicle speed.
7. An intelligent automobile electro-hydraulic hybrid electronic hydraulic brake system control method according to claim 3, wherein the multiple basic emotions in the step 3.1 are calm, anger, admiration, joy, sadness, shame, jealousy and fear, and different postures of a driver comprise smoking, using a mobile phone, not fastening a safety belt, leaving a steering wheel with hands, not looking forward at a visual angle, yawning and eye closing.
8. The control method of the intelligent automobile electro-hydraulic compound electronic hydraulic brake system according to claim 7, wherein the confidence index solving method of the driver braking intention in the step 3.2 is as follows: classifying multiple basic emotions as high-impulse emotion high (including anger, jealousy, fear; confidence score of 0.5) and l low Low impulse type mood (including admirable, happy, sad, mimose;confidence value of 0.8) and l clam Calm emotion (including calmness; confidence coefficient is assigned as 1), characteristics of different postures of a driver are used as a correction parameter delta, if the characteristics exist, the value is assigned as delta-1, otherwise, the value is assigned as delta-0, and a confidence coefficient index solving formula of the braking intention of the driver is as follows:
Figure FDA0003609839530000031
9. the control method of the intelligent automobile electro-hydraulic composite electronic hydraulic brake system according to claim 3, wherein the confidence index solving method of the vehicle braking intention in the step 3.3 is as follows: defining that the confidence coefficient under the working condition of good weather and no communication delay is 1, and communication delay, whether it rains or not and whether it is nighttime are three types of influence factors delta, wherein delta is 1 when the phenomenon exists, otherwise, the confidence coefficient index of the vehicle braking intention is 0, and the confidence coefficient index solving formula is as follows:
Figure FDA0003609839530000032
10. the control method of the intelligent automobile electro-hydraulic compound electronic hydraulic brake system according to claim 2, wherein the electric and hydraulic brake force distribution mode in the step 4 is as follows: triggering a parking brake system when the brake mode is parking brake; when the braking mode is the adjusting braking and the slow stepping braking, whether the hydraulic braking is applied or not is determined by the stroke of the brake pedal; when the braking mode is emergency braking, electricity and liquid are simultaneously braked, when the braking mode is slow stepping braking and regulation braking, the maximum braking force which can be provided by the motor is calculated by the power of the motor, 60% of electric power of the motor is taken as the common braking force and is converted into the opening degree of a brake pedal, and the situation that only the motor brakes before the opening degree of the brake pedal exceeds the opening degree of the brake pedal, and the electricity and the liquid are simultaneously braked is ensured.
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